Fluid-pressure brake.



E10/893,307; l PATENTEU'JULY 14,v 1908.

J. W. ULUUD.

FLUID PRESSURE BRAKE.

APPLICATION FILED NOV. l0, 1904.

v 2-9- wrmessas `in its normal travel.

invrrnn srArns PATENT orribili.

JOHN WILLS CLOUD, OF LONDON, lNl'LAND, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF. Pl'lTblSURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

FLUiDPnEssURE BRAKE.

Specification of Letters Patent.

Patented July 14, 1908;

Application led November 10, 1904. Serial No. 232,121,

To all whomit may concern: i

Ide it known that l, JOHN W.' CLOUD, a citizen of the. United States, residing 1n London, England, have invented a certain new and useful Improvement in Fluid-Pressure Brakes, of which the following is a specifica` tion.

Tliisinvention relates to automatic Iiuid pressure brake apparatus.

The main object of this invention is to pro.- vide means whereby a quickened partial, or service application of automatic 4compressed air brakes may be had without bringing the full action of the brakes into operation.

A further object of the invention is to rovide means whereby a quickened comp ete, or emergency, action of the brakes may be had, when desired, similar to the quick action which is obtained by certain forms of quick acting triple valves vand accelerators, already known and used. Up to the present .time all known forms of, uick acting brake are quick acting only wien the brake is in full operation.

The importance of the improvement disclosed in this invention will be understood from the following considerations. When a partial, or service, application of the brakes is to be made, it is necessary to make only a `gradual and comparatively small reduction of pressure in the 'train pipe at the locomotive, as ,otherwise the brakes would be applied too strongly at the forward end of the train before they are applied at all atsthe rear end of the train, or else a complete, or emergency, action of lthe, brakes 'would follow. Further, with a lirst application of the brakes, it is necessary to ill the brake cylinder from practically a vacuum up to atmospheric pressure before any eective pressure Afor braking is obtained against the piston.

The auxiliary reservoir of each vehicle is usually made ot such capacity that its volume is from, say, three to three and one-half times the space described by the brake piston The air in the auxiliary reservoir must expand to fill this vacuum, and as this npressire reduces only as unich the train pine pr `ssure is reduced, it requires a reduction of between' 4 and 5 lbs. in the train pipe pressure to iill the brakecylinder up to atmospheric pressure, before any effective braking pressure is obtained; after this; a reduction of 1 lb. in the train pipe and the auxiliary reservoir pressure Will increase Vthebraking pressure approximately lbs. per sq. in. From these facts, and considering the perfect elasticity of air, -it will be understood that, when it is desired to'make a firstl partial, or service, application ot the brakes on a long train, it may require several secondsto make a reduction throughout the long train pipe, by opening it slightly .at one place only, as on the ocomotivc, sufficient to produce any considerable brakingefect.

In 'carrying out the firstobject of the in vention in the preferred form of the device, a small expansion chamber, say'approximately one-sixth to one-twelfth ofthe volume of the section of train-pi e, is provided on each vehicle, with a smal auxiliary reservoir and 'a triple valve, adapted to open the trainpipe to this chamber by pressure from the auxiliary reservoir so as to permit the air in the trainipipe to expand to till the chamber, when 'the brakes are applied by a certain small reduction of train pi e pressure for a first application of the bra es, and to 4close this opening and open an exit passage from the small expansion chamber to the atmosphere, when pressure is restored to the train pipe to release the brakes.

To attain the second object of this invention, a second larger opening` to' the atmosphere is' made from the train )ipe on each vehicle, adapted to be opened y a further `movement of the triple valve. piston and v full, or emergency,'application ol' the brakes,

and to be closed by a spring when the pressure has escaped from the' train pipe. lnstead of venting the train pipe through this large opening to the atmosp iere, it may be -vented to a second larger expansion chamber, which, in some cases may approximately be equal in volume to one third of that of the section of train pipe.

In the accompanying drawings, Figure 1 is a generaldiagrani showing the'preferred' forni of application of the acceleratingr device to the ordinary ariangei'nent of brake appa ratus; Fig. 2 a vertical section of one form of accelerating device embodying thisim cntion; Fig. 3 a imilar vi .iw s liowinga slight modification; Fig. 4 a horizonta section .not reduced.

.tion of thev brakes respectively; and Fig. 9 a

vertical section showing a modiiied form of my invention applied to a triple valve device.

Referring to Fw. 1, the accelerating device 1 is preferably lpocated at a point near to the train pipe 4, and connected therewith by a short branch pipe 2, which is separate from lthe branch pipe 3 leading to the triple valve, auxiliary reservoir 6, and brake cylinder 7, for actuating the brakes on each vehicle: The tri le valve 5 for actuating the brakes would e the well known ordinary form of plain triple valve which does not containany of the quick-acting features, and therefore the branch pipe 3 leading to it from thetrain pipe 4 could advantageously be throttled by a reduced opening where it connects With the train pipe, for instance, by the cock 8 as shown. The advantage of having a reduced opening at this pointis that the action of the brakes at the forward end of the train where the pressure in the train pipeis rst reduced, is not so strong before the action takes place at the rear, as it would be if this opening was This arrangement enables the accelerator to first deal more fully with the train pipe air only, and to make the desired reduction throughout the long train pipe more quie ily than could be done if the air from the branch pipe had unrestricted iiow to the main train pipe. Further, the reduced opening into the branch lpipe 3 leading to the brake set on each vehie e 1s advantageous in aiding to prevent the brakes from being automatically released when it is desired to have them remain applied, by surges el air pressure in the tram pipe. These surges oi pressure are temporary, and if the air cannot enter the branch pipe very rapidly, they are not so liable .to produce unintended release of thc brakes. l

Referring to Figs-2, 4 and 5, the accelerating device 1 consists of three chambers, 14, 15 and 16, preferably arranged as shown in a single casting,-and a valve 9 Working in a valve chamber 1.8, operated by. a piston 10 working in a cylinder 19 open at one end to the valve chamber 1S, and at the other end to the auxiliar)r chamber 14. The valve chamber 1b is in free communication with the train. pipe 4, through branch pipe 2, and in crunmunication With the atmosphere by means oi a port 27 and passage 28 as shown in Fig. 4, the expansion chamber is in communication with the valve chamber 18 by means of an admission port 20 and eX- haust port 21, and an inlet and outletpassage 22 common to the two ports; the expansion g I l chamber 16 is in communication with the valve chamber 1S by means of' a port 22 and passage 24. The auxiliary chamber 14 is also in communication with the valve chamber 1S by means of a port 25 and passage 2o. The expansion chamber 15 according to circumstances has a capacity `of one-sixth to one-twelfth of the volume of the corresponding train pipe section, and is utilized 'as addi- -tional means for reducing the pressure in theI train pipe when a partial, or service, application of the brakes is desired. The larger expansion chamber 16 vis roughly double the capacity oi the chamber 15, and is utilized as additional means for reducing the pressure in the train pipe when a cbmplete, or cmcrgency, application of the brakes is desired. The chamber 14 has its pressure replenished from the train pipe 4 through the v alv e chamber 18, and either through thcI leed groove 1 1, (Fig. 3) leading by the piston 1() ol' thc vulve 9 when in normal running position, or as shown in Fig. 2 by a small passage-way 12 through the piston itsell. ln thc latter fasc the small passage 12 may constantly remain open, or it maybe closed, as shown in Fig. 3 b v means of a check valve 13 when the pressure on the train pipe side of the piston is in cxeess of the pressure on the reservoir side thereof', so as to insure the piston l() and slide valve 9 moving freely to the cxtreme position, venting chambers 15 and 16 to thc atmosphere, which is the normal running position. The advantage ol" using the small hole 12 in the piston 1.0, is that a very small reduction of the train pipe pressure sullicicnt' to make a slight application of thc brakes on a short train, or at the forward cud ole a long train, may be made without opening thu train pipe at all to the small chamber l5. This would only be used when approaching a point, such as a water crane or other spot, at a very low speed where it may be desired to stop, and where the stop is sometimes eli'ected by the hand brake on the tender only, or by reversingr the engine. 'l`hc small hole 12 in the pistou 1t) fulfils thi` further purpose of permitting thc reservoir 111 to gradually equalize its pressure when the Atrain pipe pressure is diminished slightly, such as by making a second or third application of the brakes in grmluatcd practice. In these additional operations ol' the brukeas already explained, a very small reduction ol' pressure in the train pipe is sullicicnt: to increase the force oli' the brake, the triple valve 5 of the brake system having already been moved to the position lor applying thc brakes, and only thc piston and graduating valve thereof needing to be `novcd to admit more air to the brake cylinder 7. It is therefore not necessary in such operation to quicken the action by venting thc truin pipe as is desirable in the first application ol'4 the brakes. lNhen the pressure is reduced in the 9 to lap, closing both the vsaa'atr? chamber 14 causes the piston 10 and valve 9 to be moved so as to uncover the port 20,

whereby communication is opened between the train p ipe 4 and the small.' expansion chamber 15 and at the same time the port 25 of the chamber 14 is uncovered and placed in communication throu h' the exhaust cavity 38 of the valve an( the exhaust port 27, With'the atmosphere, see Fig. 7, so that the pressure in the chamber 14 is depleted at the same time that the train pipe pressure is reduced. As the compressed air in the aux iliary chamber 14 is thus discharged to the atmosphere, the pressure in said chamber will -soon fall below the remaining train pipepressure and the excess train pipe pressure will then move back the piston '10 and valve port`25 from the auxiliary chamber 14 to the atmosphere, and the port ZO for venting thc train pipeto the expansion chamber 15. When a greater reduction of train pipe pressure, however, is made on the locomotive for an emergency application, piston 1() and slidevalve 9 will move down more rapidly and with greater force against the stemv 30, compressing the spring 17 and moving the slide'valve 9, (see Fig.. 8) far enough to uncover the lport 23, and

thus open communication between the train pipe 4 and the larger expansion chamber 16, and also opening ports '20 and 21 to the small expansion chamber 15, thus venting a train pipe into both chambers 15 and 16. 1n this position of the valve the port 25 also communicates through the exhaust-cavity of the valve 9 with the port 27, thus opening communication between the chamber l,14 and the atmosphere. When the pressure is entirely exhausted in the train pipe and the chamber 14, the resisting spring 17 will drive the pis ton 1() and valve back ar enough to close the ports 23, 4`21, connecting the train pipe with the chambers 15 and 16, and when the pressure is restored to thc train pipe thc'piston 10 and slide valve 9 will move back into the normal position, exhausting both chambers 15 and 16 in the atmosphere. see Fig. 6.

'lhe small chamber 15, into u hieh the train 'pipe air expands for a [irst graduated application of the brakes, may itself be open to the atmosphere by a verv small aperture 37, if

preferred, so that the 4air will escape there--` from gradually soon after it is filled an-l closed vto the train pipe, when it will be in- "between the stem of the piston 10 and the slide valve 9, and this lost motion may be varied in extent or be dispensed with altogether, as shown in Fig. 3.

1t will be obvious that the. use ot' the chamber 16 may be dispensed with, il' desired, and

the. train pipc be. vented direct to the a1mos` phere in an emergency application ol. the brake, but to accomplish this it would require that the passages permitting air to escape from the train pipe shouldbe properly proportioned to the volume oll the train pipe on each car. Although an areelerating device is shown in Figs. 2 to 8, which' is adapted to decrease the time required to ell'eet either a :service or an emergency application ol` the brakes, it is not intended to imit the invention to the use of two separate hambers or separate ports for exhausting the train pipe for each kind of application ol' the brakes, as it is obvious that, by omitting the spring 17 and corresponding parts, `chamber 16 Vand corresponding ort 23, the device -so constructed could. e utilized primarily for accelerating the service application ol' the brakes with the advantage that it would to this extent hasten any complete or emergency application of the brakes well.

1t will be obvious that in the case ol a train fitted With What is known as a quick-acting brake it will only be necessary to provide an accelerator designed to secure quickened aetion in service applications of the brakes, that is, the accelerator need only be fitted with one .exhaust port and one chamber into which fluid under pressure from the train pipe is admitted in the manner above described, since rapidity of action in the case of a complete or emergency application will be secured by the (.irdinary quick-acting brake apparatus. l 1t Will be observed that the conditions of chamber 1 4, piston 1 0 and slide valve 9, employed with this device, are similar to valve 9 in ad ition to the regular slide valve ot the triple valve 31, but located on the train pipe side of the piston 1-0 thereof. VIn this arrangement the train pipe connection is shown at 3, whence the air under pressure passes through the passage 33 into the cap chamber 34, thence into the accelerating valve vchamber 18 and cylinder 1Q', thence by the feed groove and slide valve chamber 36 to the auxiliary reservoir. -\Vith this arrangement the port 20 leading to the small expansion chaml'ierl is connected through .the exhaust cavity v3S of the valve 9v With the port 27 leading to atmos here, port 25 being omitted as it Would not be necessary to provide any exit from the auxiliary reservoir to the atmosphere, because the air in the auxiliary reservoir finds exit to the brake cylin- Agencj'` applications to eilect a more rapid der, and this reduction of pressure on the auxiliary reservoir side of the triple valve lpiston 10 would be su'tlicient to cause the piston to return, as it does in operating the brakes. Such a valve 9, operated by the ordinary triple valve piston lO, may perform both the quick partial action and the (nick complete action of the brakes in any oi' the Jforms already described. For the reasons already explained with reference to Fig. 1, however, there are special advantages in separating the device'ot this invention from the auxiliary reservoir and triple valve for operating the brake itself, and locating the device on a separate branch pipe leading. from the main train pipe.

It Will be seen that by the use of an accelerating device as above described the time required to el'l'ect a partial, or service, application of the brakes throughout a train may be decreased Without bringing on an emergency action of the brake. l`urtl1ermore, by the use of such a device, either a quickened partial application or an acceleratiul full and complete action of the brakes can be obtained, if desired, at any pionient Whether the brakes are already partially applied or not. l `urthermore, the two objects men- `tioned above may be attained and a very small action of the brakes (near the locomotive, at least) may be obtained Without producing any exhausting o'l' the train pipe through the device Whatever, and, further, after the iirst quickened partial application v'of the brakes has been obtained through the operation of this device, subsequent reductions of brake pressures may be made, of as small a magnitude as desired throughout the train Without any further action of the device to either quicken the rate or increase thc force of the application.

Having now described my invention, what I claim as new and. desire to secure by vLetters Patent isr- 1. In a 'luid pressure brake, the combination'With a train pipe and mechanism operated by a reduction in train 'pipe pressure l'or applying the brakes, of an expansion chamber and means operated by a gradual reduction in train pipe pressure in service applications for venting air from the. train pipe to said clianilier,l and mechanism operating under a sudden reduction in train pipe pressure to etlect a more rapid venting of the train pipe.

2. ln a luid pressure brake, the combination with a train pipe and mechanism operated by a redtuflion in 'train pipe pressure for applying thel brakes, of an expansion chamber, a valve device operating in service applications to vent air from the train pipe to said chamber, and means operated in emerventing ot" the train pipe.

3. ln a luid pressure brake, the combinal ses,

tion with a train pipe and mechanism operated by a reduction in train pipe pressure for supplying air to the brake cylinder, ol a small expansion chamber, a valve device having a movable abutment subject to the train pipe pressure and adapted. to vent air from the train pipe to the expansion chamber in service applicati 1'is,`and means operating under a sudden reduction in train pipe pressure in emergency applications to elect a more rapid venting of the train pipe.

4. V[n a fluid pressure brake, the combination with a train pipe and mechanism operated by a reduction in train pipe pressure for supplying air to the brake cylinder, of a small expansion chamber, a valve device operated by a gradual reduction in train pipe pressure in service applications for venting air from the train pipe to said chamber, and by an increase in train pipe pressure for exhaustingr the air from said chamber, and means operating u nder a sudden reduction in train pipe pressure in emergency applications to effect a more rapid venting of the train pipe.

5. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, triple valve, and brake cylinder, of an accelerator device comprising an expansion chamber, valve mechanism operated by a gradual reduction in train pipe pressure in service applications for venting thc train pipe to said chamber, and means operating under a sud.- dcn reduction in train pipe pressure to effect a more rapid ventingof the train pipe.

(i. In a luid pressure brake, the combination with a train pi e, auxiliary reservoir, triple valve, and bra (e cylinder, of an accelerator device comprising an' expansion chamber and an auxiliary chamber separate from the train pipe, and a valve device operated by the opposing pressures of the train pipe and said auxiliary chamber for venting air from the train pipe to said expansion chainbcr.

7. In 4a fluid pressure brake, the combination with a train pipe of a small expansion chamber and a large expansion chamber, and a valve device operated by a gradual reduction in train pipe pressure to vent air from the train pipe to said small expansion chainber and by a. sudden or rapid reduction in train pipe pressure to vent air from the train pipe to the large expansion chamber.

S. In a fluid pressure brake, the combination with a train pipe of a small expansion chamber and a large expansion chamber, and a valve device operated by a gradual reduction in\ train pipe pressure to vent air from the train pipe to said small expansion chanif ber and by a sudden or rapid reduction in train pipe pressure to vent air from the train pipe to both of said chambers.

i E); In a iluid pressure brake, the combination with a trainlpipe ol' an expansion chamber having a restricted outlet opening, und a for venting air from the train pipe to said eX- CTI pansion chamber.

10. In a Huid pressure brake, the combination with a train pipe7 a branch pipe having a restricted opening communicating therewith, an auxiliary reservoir7 triple valve and brake cylinder connected to said branch pipe, of an accelerator device comprising an expansion chamber and a valve device operated by a gradual reduction in train pipe pressure 1n f A service applications for venting air from the train pipe to said expansion'chamber.

11. .In a fluid pressure brake, the combination With a train pipe7 auxiliary reservoir, triple valve, and brake cylinder, of an eX- 'pansion chamber, and means operated by the movement of the triple valve piston .for venting air from the train pipe to said expansion chamber and from the expansion chamber to the atmosphere.

l In testimony whereof I have hereunto set my hand.

JOHN WILLS CLOUD. Witnesses z ALBERT CHINN, FRANK P. MoULDEN. 

